Hollow beam for a motor vehicle body shell

Abstract

The invention relates to a hollow beam for a body shell of a motor vehicle, comprising at least the following components: - a first shell with a main extension direction; and - a second shell with the main extension direction, The first shell and the second shell are connected to one another via connecting sections, enclosing a hollow space with the main extension direction. The hollow support is characterized primarily by including an expansion means for releasing one of the connecting sections. The hollow beam proposed here creates, on the one hand, a beam with high torsional rigidity for normal operation and, on the other hand, good crash protection for an unprotected road user.

Description

[0001] The invention relates to a hollow beam for a body shell of a motor vehicle, a body shell with such a hollow beam for a motor vehicle, and a motor vehicle with such a body shell.

[0002] In a head-on collision between a motor vehicle, such as a passenger car, and an unprotected road user, depending on the size of the pedestrian or cyclist and the vehicle, a head impact in the windshield area can occur. Particularly in such accidents involving cyclists and e-scooter riders, head impacts in the windshield area are more common due to the higher sitting or standing position. Legislators have recognized this criticality and responded by introducing Directive ECE R127.03, which extends the (so-called) head test field to include the windshield area.

[0003] Typically, the resulting deceleration of the head impactor, the test object used to simulate a head impact, consists of an initial peak until the windshield fracture occurs, and a secondary peak resulting from the head impactor's contact with the instrument panel. The secondary peak is longer than the initial peak and may exhibit higher extreme values ​​of the resulting acceleration. The secondary peak is therefore more critical than the initial peak.

[0004] The second peak of the resulting deceleration curve of the head impactor (caused by the secondary contact with the instrument panel) is caused by hard structures below the windshield. In a typical motor vehicle design, the body shell features a so-called cowl cross member, which, together with a so-called dashboard support frame, forms the supporting structure for the instrument panel. The instrument panel is connected to the body shell, for example, via sheet metal tabs onto which the instrument panel is attached and secured by means of molded pieces. Between the body shell and the instrument panel is the so-called firewall insulation, which is necessary for acoustic requirements. Typically, a foam heavy-layer system combined with a fleece is used here.The cross-section of the cowl cross member in the front of the vehicle is largely responsible for the rigidity of the vehicle's body and is intended to ensure the highest possible torsional rigidity during operation. Making the cowl cross member less rigid is therefore out of the question.

[0005] However, secondary contact of the head impactor results in a blocking situation between the instrument panel and the body shell because the instrument panel is positioned above the cowl cross member. Fig. 1 illustrates the head test field discussed here with a conventional setup in a sectional view.

[0006] US 2021 / 0 309 301 A1 discloses a cover configured to support a windshield in an inclined state, wherein a rear side of the windshield is positioned at a higher level than a front side of the windshield and forms a lower edge of an opening portion for disposing the windshield, and a hood disposed in front of and above the cover. An upper portion of the cover includes a first surface portion to which the windshield adheres, and an inclined second surface portion extending obliquely rearward and downward from the first surface portion; and a front end of the first surface portion is positioned on a rearward side of a rear end of the hood in the vehicle longitudinal direction.

[0007] Furthermore, DE 20 2013 004 205 U1 discloses an assembly for a motor vehicle with a plate element for bridging a gap between a bulkhead separating the engine compartment and the passenger compartment and a bonnet, and a strut fastened to the plate element for connection to a windscreen cross member, in which the strut is divided by a hinge into a section fixed to the plate element and a section having fastening means for fastening to the windscreen cross member and pivotable relative to the plate element.

[0008] Based on this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features of the invention are derived from the independent claims, for which advantageous embodiments are presented in the dependent claims. The features of the claims can be combined in any technically reasonable manner, whereby the explanations from the following description as well as features from the figures, which comprise additional embodiments of the invention, can also be consulted for this purpose.

[0009] The invention relates to a hollow beam for a body shell of a motor vehicle, comprising at least the following components: - a first shell with a main extension direction; and - a second shell with the main extension direction, wherein the first shell and the second shell are connected to one another via connecting sections, enclosing a cavity with the main extension direction.

[0010] The hollow beam is characterized in particular by the fact that it comprises an expansion means for releasing one of the connecting sections.

[0011] Unless explicitly stated otherwise, ordinal numbers used in this description serve only to clearly distinguish components and do not reflect the order or ranking of the components referred to. An ordinal number greater than one does not necessarily imply that another such component must be present.

[0012] The hollow beam proposed here can be used as a cowl support in the front area of ​​a motor vehicle below a windshield. Alternatively or additionally, such a hollow beam can also be used in a roof frame, sill and / or in a vehicle pillar of a bodyshell or a motor vehicle body. The function is described below using a crash load and its crash load direction, which, when the hollow beam is used as a cowl support, is introduced running approximately parallel to the orientation of the Earth's gravitational field. In a roof frame, this direction is similarly from above, tilted towards a lateral direction, or completely oriented laterally. In a sill or vehicle pillar, a lateral crash load direction is also the predominant load assumption.

[0013] The hollow beam here is composed of a first shell and a second shell, each of which has a main direction of extension. In a cowl beam, the main direction of extension is aligned in the transverse direction of the vehicle, i.e., in the y-direction in the usual vehicle coordinate system. It should be noted that in one embodiment, such a hollow beam is curved, i.e., not ideally straight. In this case, a corresponding (possibly curved) axis is assumed as the main direction of extension, for example, corresponding to a neutral axis of a component.

[0014] In one embodiment, each of the shells, or one of the shells, is formed in one piece. Alternatively, a shell is composed of several parts, for example, partial shells of the same or similar length (along the main extension direction), and / or several shorter sections. It should be noted that in one embodiment, the shells are manufactured as cast parts, alternatively as (for example, cold-formed) sheet metal, and / or from a plastic.

[0015] The two shells enclose a hollow space. It should be noted that in one embodiment, in addition to the shell structure, structural stiffening elements such as ribs, webs, or a honeycomb structure may be provided, which may be firmly connected to the shells (e.g., by a material bond). These are preferably arranged in the hollow space. The hollow beam is preferably designed without such structural stiffening elements.

[0016] The connecting sections are material-to-material, force-to-fit, and / or form-fitting connections between the shells or within a shell with a partial shell. These connecting sections are designed to achieve the desired robustness or torsional rigidity of the hollow beam. They therefore represent extremely robust and rigid structures in their own right.

[0017] Here, it is proposed that the hollow beam comprise an expansion means that can be expanded as needed, so that an associated connecting section can be released as a result of such expansion. As soon as such a connecting section is released, the robustness or rigidity of the hollow beam is significantly reduced, at least in one direction. This allows the hollow beam to provide an intrusion path with sufficiently low rigidity (i.e., softness) in the event of a head impactor. This prevents blocking and significantly reduces the risk of injury or the severity of an injury.

[0018] In one embodiment, the required fluid volume is provided pyrotechnically (for example, comparable to or by means of such an airbag gas generator), with a hydraulic fluid (for example, brake fluid), preferably by means of means that have been reliably tested in vehicle technology and / or are already on board.

[0019] It is further proposed in an advantageous embodiment of the hollow support that the expansion means is formed by an inflatable tube, wherein the hose is arranged between two separate tabs, preferably in complementary corrugations.

[0020] In one embodiment, the expansion means is designed with an extension along the main extension direction of the hollow support or the associated connecting section, particularly preferably as a continuous tube. Such a tube comprises, for example, a fabric and / or a (for example, metallic) pleated material. In the normal state, the tube is arranged collapsed at the associated connecting section and is inflated in the event of a corresponding crash (preferably explosively). The mechanical connection between the interconnected shells (parts) is thus released, and the respective shells (parts) are thus free to move relative to one another, for example, to slide off one another.

[0021] For this purpose, the hose is arranged between two tabs (which were separate before assembly to form the hollow support). Their connection is thus released as a result of the expansion of the expansion medium. In an advantageous embodiment, a bead is introduced into at least one of the tabs or shells (parts), in which bead the hose is securely positioned until it is used. In the case of an alternatively shaped expansion medium (for example small pyrotechnic explosive devices), a recess is preferably also provided in at least one of the shells (parts). The bead or recess not only ensures secure positioning during normal operation and, if necessary, protection against environmental influences, but also ensures that the expansion force is introduced into the tabs, i.e. that a significant portion of the expansion force is not dissipated between the connected tabs.Preferably, therefore, a bead or depression is provided in each of the two tabs in such a way that it is complementary to one another so that, on the one hand, the expansion agent can be safely received and, on the other hand, the expansion is converted at an early stage into a suitable introduction of force into the tabs.

[0022] It is further proposed in an advantageous embodiment of the hollow beam that the connecting section which can be released by means of the expansion means is connected in a force-locking manner.

[0023] In this advantageous embodiment, for example, a screw or rivet connection is formed between the tabs or shells (parts). This reliably creates the desired robustness or torsional rigidity for normal operation of the hollow beam. The frictional connection is (at least mainly) aligned perpendicular to the interconnected tabs or shells (parts). The force required to release this frictional connection is therefore also (at least mainly) aligned perpendicular to the interconnected tabs or shells (parts). This destroys the connecting element and / or a supporting edge of the respective tab(s) or shell(s) for a holding head of the respective connecting element is destroyed or widened to such an extent that the holding force is sufficiently reduced. This thus releases such a frictional connection.

[0024] It is further proposed in an advantageous embodiment of the hollow beam that the expansion means tightly surrounds a point connection means of the respective connection section over a circumferential angle range to the fastening axis of more than 90°, preferably 180° or more.

[0025] Here, it is proposed that a point-connecting element, for example a rivet, a weld point, or a screw, is tightly wrapped by the expansion element. Thus, the expansion force does not bypass the connecting element, but is introduced (at least the majority of it) axially (along a connection normal of the point-connecting element) into the connecting element. In one embodiment, a partial rotation of the point-connecting element is sufficient, for example, over more than 90° [ninety degrees out of 360°]. Alternatively or additionally, several expansion elements are provided so that, in total, a large rotation angle range or almost complete rotation can be achieved. In one embodiment, an expansion element is designed to be completely circumferential, for example, as a ring, preferably as a pyrotechnic explosive device.Alternatively, branches are provided in the (for example, tubular) expansion means, so that at least one (preferably each) of the connecting means is formed in a ring shape. For a cost-effective embodiment of the expansion means as a simple hose with a main extension direction without branches, a circumferential angle range of 180° is preferably formed. This ensures both good force introduction into the point-connecting means and reliable expansion over the entire extension of the hose.

[0026] In one embodiment, a bead or depression is formed for the expansion means, wherein the respective transition (radius) in the material in question (e.g. sheet metal) then preferably ends before a holding support for a holding head of a punctual connecting means or before a desired contact surface of a (hard or soft) soldered or welded connection, preferably immediately adjacent. The punctual connecting means is tightly wrapped around the expansion means in such an immediate adjoining of the transition. In one embodiment, the punctual connecting means is tightly wrapped around the expansion means when the expansion means is or comes into contact with the connecting means or a theoretical connecting axis of the separated parts, at least after expansion.

[0027] It is further proposed in an advantageous embodiment of the hollow beam that the connecting section which can be released by means of the expansion means is aligned parallel to a crash load direction and / or submersion direction.

[0028] The detachable connection section is defined here such that a connection direction is oriented normal to the interconnected components, i.e., tabs or shells (parts), for example, as the screw axis, rivet axis, or tensile axis of a materially bonded connection loaded from the normal direction. For example, if the crash load direction and / or the submergence direction are perpendicular to the Earth's gravitational field, the normal of the connection section in question is oriented horizontally. It should be noted that in one embodiment, the crash load direction and the submergence direction are not identical; for example, a crash load direction impacts the vehicle from the front and the submergence direction is (at least approximately) vertical. In this case, a redirection of the crash load direction (e.g., of the head impactor) is desired or accepted.

[0029] It is further proposed in an advantageous embodiment of the hollow beam that at least one side, preferably both sides, of the connecting section which can be released by means of the expansion means is formed from a sheet metal.

[0030] For cost-effective production of the hollow beam, it is proposed that its shells (and / or partial shells) be made of sheet metal. It should be noted that, in addition to steel or aluminum, so-called organic sheets (e.g., reinforced with carbon fiber) can also be used for the shell design as sheet metal elements. Thanks to the connecting sections, these sheet metal elements can be combined to form a very robust and torsion-resistant structure.

[0031] It is further proposed in an advantageous embodiment of the hollow beam that a stop is created at the end of the sheet at the relevant connecting section, wherein such an end-side stop of this connecting section, which is oriented opposite to a crash load direction and / or submersion direction, is preferably arranged on the cavity side of the hollow beam.

[0032] In an advantageous embodiment, a bevel is provided at the ends of the sheets which are connected to one another in the connection section which can be released by means of the expansion agent. Such a bevel has the advantage that the released sheet ends (for example tabs) have a high degree of rigidity (compared to an embodiment without a bevel), which promotes the introduction of the expansion force into the destruction of the connection. In one embodiment, no stiffening element is provided in the direction of the intrusion path besides the bevel, so that buckling of the tab in question is promoted compared to a tab with stiffening webs aligned or having a stiffening effect parallel to the intrusion path or the submersion direction. A bead for this purpose is preferably a further desired weakening of the material in the direction of the intrusion path.

[0033] In one embodiment, such a stop is alternatively or additionally configured such that it creates a stop for a defined maximum (and thus soft) intrusion path for the collision body. This is advantageous, for example, to prevent such an overload from occurring on one of the components in the intrusion path, which prevents splintering and bursting (critical, for example, with carbon fiber reinforcement) or the formation of sharp edges at a design crash load and crash load direction.

[0034] In one embodiment, increased safety for the head impactor (or actual collision body) is created by shielding the deflection of the load-side shell, which is moved relative to the head impactor, from the head impactor. In an advantageous embodiment, in the event of a sufficiently large crash load from the load-side shell, the deflection is deformed, for example, rolled, away from the crash load direction or the submergence direction, toward the cavity.

[0035] According to a further aspect, a body shell for a motor vehicle is proposed, comprising at least the following components: a plurality of supports for redirecting and / or absorbing crash loads, and / or damping vibrations during driving of a motor vehicle, wherein at least one of the supports is designed as a hollow support according to an embodiment as described above.

[0036] The bodyshell proposed here, for example, is designed conventionally, at least for normal functional operation. In one embodiment, the bodyshell provides space for passengers and / or goods and is secured against crash loads, especially against other vehicles and / or rolling over the vehicle. The bodyshell supports are designed for most applications, but also for damping vibrations resulting from the drive system, noise emissions from other components, wind loads, door slamming, and other influences.

[0037] Here, it is proposed that at least one of the beams is a hollow beam with an expansion element, thus achieving the balance between a very robust component for the above-mentioned tasks and, at the same time, a structure that is sufficiently soft for a collision with a person.

[0038] It is further proposed in an advantageous embodiment of the bodyshell that at least one of the supports designed as a hollow support is a cowl support for arrangement under a windshield and / or an instrument panel.

[0039] According to a further aspect, a motor vehicle is proposed, comprising at least the following components: - a chassis with drive train for propelling the motor vehicle; and - a shell according to an embodiment as described above, wherein preferably at least the cowl support is designed as the hollow support with the expansion means, and the cowl support is arranged under a windshield and / or an instrument panel of the motor vehicle.

[0040] The motor vehicle, for example, is designed conventionally, with a transport cell for transporting people and / or goods. Propulsion is provided by a chassis comprising wheels, a prime mover, and a drive train, as well as a vehicle suspension and steering system.

[0041] A body shell is provided for the transport cell or simply for its connection to the chassis. The transport cell is usually structurally enclosed within the body shell, meaning that the forces generated by a rollover of the vehicle are absorbed by the body shell and protected by the occupants. Furthermore, the body shell is preferably designed to dampen noise resulting from vibrations and noise emissions from the vehicle's components.

[0042] The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way limited by the purely schematic drawings, whereby it should be noted that the drawings are not to scale and are not suitable for defining proportions. It is shown in Fig. 1: a section of a spatial cross-section through a motor vehicle in the area where the windscreen is connected to the instrument panel; Fig. 2: in a schematic sectional view of the Fig. 1 section of a motor vehicle; Fig. 3: in the section of the detachable connecting section in a sectional view according to Fig. 2; Fig. 4: in the section of the detachable connecting section in a spatial view according to Fig. 3; Fig. 5: the connecting section according to Fig. 4 with expanded expansion agent; Fig. 6: in a schematic sectional view of the Fig. 2 shown section of a motor vehicle; Fig. 7: in a schematic sectional view of the Fig. 6 shown section of a motor vehicle; and Fig. 8: in a schematic plan view a motor vehicle with a cowl support.

[0043] In Fig. 1 shows a section of a cross-section through a motor vehicle 3 in the area where the windshield 26 is connected to the instrument panel 27, wherein a head impactor 35 (forming the crash load 24 with a defined crash load direction 18) is in a position on the intrusion path after a few milliseconds (for example, 10 ms to 20 ms) and a correspondingly deformed windshield 26 and instrument panel 27. The cowl support 25 as part of the bodyshell 2 is conventional here, but already designed as a hollow support 1 with a cavity 7 enclosed by a first shell 4 and a second shell 6. The shells 4, 6 are each formed from a sheet metal and connected to one another via connecting sections 8, 9, thus without an expansion means 11 and detachable connecting section (cf. Fig. 2 to Fig. 7). This results in premature blocking and a very short intrusion path due to the highly rigid structure of the cowl support 25. The crash load 24 of the head impactor 35 is thus converted into an impermissibly high counter-impulse for the head impactor 35.

[0044] In Fig. 2 is a schematic sectional view of the Fig. 1 of a motor vehicle 3. Also shown here is the bulkhead 30, which is necessary for acoustic requirements and on which the cowl support 25 is attached as part of a bodyshell 2 of a motor vehicle 3. The passenger compartment-side end of an engine hood 31 is also indicated on the outside. Behind the engine hood 31 is the windshield 26, beneath which the instrument panel 27 is located. The instrument panel 27 is suspended, for example, from the cowl support 25 in a conventional manner.

[0045] In contrast to prior art, in the cowl beam 25 shown here, which is designed as a hollow beam 1, the cavity 7 is formed from a first shell 4 divided into two partial shells 36, 37 and a second shell 6 extending along the main extension direction 5 (here with a vector arrow pointing into the plane of the page). Thus, not only a first connecting section 8 (here at the front) and a second connecting section 9 (here at the rear) are provided, but also a third connecting section 10. While it is fundamentally possible to equip the conventional connecting sections 8, 9 with an expansion means 11, in the embodiment proposed here, the third connecting section 10 is formed at a point optimally positioned for a submersion direction 19. Here, the third connecting section 10, due to its release (cf. Fig. 5 to Fig. 7) slipping of the tab 13 of the first partial shell 36 relative to the tab 13 of the second partial shell 37. Thus, the structure is particularly soft in the diving direction 19, namely close to the introduction of the crash load 24 (compare Fig. 7), so that the energy is not converted into a counter-impulse by harder structures, but is absorbed in this area (for example, as plastic deformation of the first shell 4). Further details of the design of the third connecting section 10 and the process for protecting a head impactor 35 are explained in more detail below.

[0046] In Fig. 3 is a section of the detachable connecting section 10 in a sectional view according to Fig. 2. Here, the tabs 13 of the first partial shell 36 and the second partial shell 37 of the first shell 4 are clearly visible. At the end, these tabs each have (purely optionally) a bevel 22 in the form of a folded edge. Alternatively or additionally, these are, for example, folded, flanged, or even designed without a bevel 22. The tabs 13 here each have a bead 14, so that a receptacle (preferably protected from external influences) for an expansion means 11 (for example, designed as a hose 12) is formed. In this advantageous embodiment, the bevel 22 of the inner tab 13 (here of the second partial shell 37) is directed towards the inner side 20 and, upon deformation, is brought into abutment with the first partial shell 36 and, if necessary, deformed inwards. Thus, no outer end edge is formed which could be exposed to the collision body (compare the head impactor 35 in Fig. 1) is moved in the opposite direction. The stop 22 directed toward the outer side 21 is moved inward along the down direction 19 with the intrusion movement and thus does not pose a hazard. As a result of the stop 22, the tabs 13 are stiffened to withstand an expansion force of the expansion means 11, but at the same time are designed to be soft in their tab extension direction (transverse to the main extension direction 5).

[0047] In Fig. 4 is a detail of the detachable connecting section 10 in a spatial view according to Fig. 3. Also shown here are the (purely optionally formed at specific points) connecting means 15 (e.g., rivets) and their fastening axes 17. Furthermore, in a preferred embodiment, it is shown how the bead 14 is guided tightly around the respective point-shaped connecting means 15 over a circumferential angular range 16 of approximately 180° (relative to the respective fastening axis 17, here drawn pars-pro-toto for the rear connecting means 15 in the illustration), and thus also the expansion means 11 designed as a hose 12.

[0048] In Fig. 5 is the connecting section 10 according to Fig. 4 with expanded expansion means 11. As a result of the inflation of the tube 12, a force is generated in the expansion direction 32 along the fastening axes 17, which destroys the (point-like) connecting means 15 themselves or their connection to at least one of the tabs 13. The tabs 13 are now restricted from evasive movement by an external load solely by their own (now cantilever-like) material stiffness. This stiffness lies in a range that allows (plastic) deformation to provide a favorable intrusion path with suitable deceleration for a low risk of injury or a low severity of injury.

[0049] In Fig. 6 is a schematic sectional view of the Fig. 2 shown section of a motor vehicle 3, wherein here the expansion means 11 is in the expanded state as in Fig. 5. This releases the third connecting section 10.

[0050] In Fig. 7 is a schematic sectional view of the Fig. 6 shown section of a motor vehicle 3. As a result of the crash load 24 of the head impactor 35 in the shown crash load direction 18 onto the windshield 26 (first peak load) and subsequently onto the instrument panel 27 (second peak load), the detached partial shells 36, 37 of the first shell 4 can now slide against each other and thus allow an intrusion path for the head impactor 35 in the shown downward direction 19, because the first partial shell 36 has thus become considerably softer like a cantilever beam due to a lack of shape stabilization via the third connecting section 10 (as it should otherwise be in the normal state).

[0051] In Fig. 8 is a schematic plan view of a motor vehicle 3 with several supports 23, of which here pars-pro-toto only the cowl support 25 is provided with a reference number, which, for example, as in Fig. 2 to Fig. 7. For example, in the event of a crash, the expansion means 11 can be supplied with the required gas volume by means of a gas generator 38 of the motor vehicle 3, which is also provided for other devices. Other possible locations of use are an A-pillar, B-pillar, a roof frame and / or a sill of the bodyshell 2 of the motor vehicle 3. The motor vehicle 3 is, for example, a passenger car with rear-wheel drive and front-wheel drive, thus having a drive train 29 with a chassis 28, of which two left drive wheels 33 and two right drive wheels 34 are shown here, which are connected to the (respective) drive train 29 in a torque-transmitting manner for propelling the motor vehicle 3.

[0052] The hollow beam proposed here creates, on the one hand, a beam with high torsional rigidity for normal operation and, on the other hand, good crash protection for an unprotected road user. List of reference symbols 1 hollow beam 2 shell 3 Motor vehicle 4 first bowl 5 Main direction of extension 6 second bowl 7 Cavity 8 first connecting section 9 second connecting section 10 third connecting section 11 Expansion agents 12 hose 13 tab 14 bead 15 connecting devices 16 Orbital angle range 17 Mounting axis 18 Crash load direction 19 Dive direction 20 inner page 21 outer side 22 Detachment 23 carriers 24 Crash load 25 cowl supports 26 Windshield 27 Instrument panel 28 chassis 29 Drivetrain 30 front wall 31 Bonnet 32 Expansion direction 33 Drive wheel 34 Drive wheel 35 Head Impactor 36 first partial shell 37 second partial shell 38 gas generator

Claims

[1] Hollow beam (1) for a body shell (2) of a motor vehicle (3), comprising at least the following components: - a first shell (4) with a main extension direction (5); and - a second shell (6) with the main extension direction (5), wherein the first shell (4) and the second shell (6) are connected to one another via connecting sections (8, 9, 10) enclosing a cavity (7) with the main extension direction (5), characterized by , that an expansion means (11) for releasing one of the connecting sections (10) is included. [2] Hollow support (1) according to claim 1, wherein the expansion means (11) is formed by an inflatable tube (12), wherein the tube (12) is arranged between two separate tabs (13), preferably in complementary beads (14). [3] Hollow beam (1) according to claim 1 or claim 2, wherein the connecting section (10) which can be released by means of the expansion means (11) is connected in a force-fitting manner. [4] Hollow beam (1) according to one of the preceding claims, wherein the expansion means (11) tightly surrounds a point connection means (15) of the respective connection section (10) over a circumferential angle range (16) to the fastening axis (17) of more than 90°, preferably 180° or more. [5] Hollow beam (1) according to one of the preceding claims, wherein the connecting section (10) which can be released by means of the expansion means (11) is aligned parallel to a crash load direction (18) and / or submersion direction (19). [6] Hollow beam (1) according to one of the preceding claims, wherein at least one side (20, 21), preferably both sides (20, 21), of the connecting section (10) which can be released by means of the expansion means (11) is formed from a sheet metal. [7] Hollow beam (1) according to claim 6, wherein a stop (22) is created at the end of the sheet at the relevant connecting section (10), wherein such an end-side stop (22) of this connecting section (10) which is oriented opposite to a crash load direction (18) and / or submersion direction (19) is preferably arranged on the cavity side of the hollow support (1). [8] Body shell (2) for a motor vehicle (3), comprising at least the following components: a plurality of supports (23) for redirecting and / or absorbing crash loads (24), and / or damping vibrations during driving of a motor vehicle (3), wherein at least one of the supports (23) is designed as a hollow support (1) according to one of the preceding claims. [9] Body shell (2) according to claim 8, wherein at least one of the supports (23) designed as a hollow support (1) is a cowl support (25) for arranging under a windshield (26) and / or an instrument panel (27). [10] Motor vehicle (3), comprising at least the following components: - a chassis (28) with a drive train (29) for propelling the motor vehicle (3); and - a shell (2) according to claim 8 or claim 9, wherein preferably at least the cowl support (25) is designed as the hollow support (1) with the expansion means (11), and the cowl support (25) is arranged under a windshield (26) and / or an instrument panel (27) of the motor vehicle (3).

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